Composite liftgate

ABSTRACT

A composite liftgate system with an inner panel construction having a strengthening channel structure. Structural composite reinforcements are bonded to the inner panel where additional strength is needed to meet predetermined performance requirements. Where the extra structure is needed, no steel or a minimum amounts of steel is used and the structural reinforcements are bonded in place using adhesive prior to application of additional fasteners.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation-In-Part of Application No.PCT/US2015/015413, filed Feb. 11, 2015, which claims priority to U.S.Provisional Patent Application No. 61/938,452 filed Feb. 11, 2014. Thedisclosures of the above applications are incorporated herein byreference.

FIELD OF THE INVENTION

The present invention relates to liftgate systems for automobiles. Morespecifically, to a composite liftgate and method of manufacture.

BACKGROUND OF THE INVENTION

One of the current trends in the automobile industry is to lower vehicleweight to help achieve better fuel economy, thus helping to meet fueleconomy standards and to offset the higher fuel prices. Another trend isthat there is a broader range of vehicle models, which in turn reducesthe volume of vehicles produced on a per model basis. Sport utility andcrossover vehicles remain popular and typically include fairly heavyrear liftgates making this part of the vehicle a target area for weightreduction. Liftgates are traditionally made from stamped steel panelsthat are heavy and have a high tooling cost. Traditional steel liftgatesare expensive investments, heavy, take up a lot of OEM floor space inareas from stamping plant, body shop, paint shop, and trim line.Further, steel liftgates have limited styling flexibility, take a lot oftime to tool, and have corrosion concerns. Sheet Molding Compound (SMC)is an alternative to steel for the inner and outer panels of theliftgate. Using SMC has several manufacturing concerns related to thematerial and process. Steel and SMC liftgates have a mass penalty overthermoplastics. There are also styling restrictions with traditionalsheet metal components. Thermoplastic composite type materials used forliftgate applications also have difficulty meeting customer performancespecifications.

Another concern with the manufacture of liftgates is that typicalliftgates are manufactured as a relatively flat or smoothly contouredpanel, with structural reinforcements such as ribs added onto the panel.This will also add weight and increase manufacturing complexity as welland when thermoplastics are used there are read through areas where theribs are placed which must be dealt with by design modifications orexpensive processes such as gas assist injection molding. Ribs are alsoweaker and do not carry the load through the liftgate panel. Recentlymagnesium inner reinforcement panels have been used with an outerpolymer skin in order to reduce weight. While such panels are animprovement in weight, this is an expensive solution. Another concernwith typical liftgates is that the structural reinforcements are steelor larger steel structures adding weight and increased manufacturingcomplexity. Another concern is typically reinforcement material is usedfor reinforcement in the structural areas and attachment structures arefixed using bolts. However, the use of bolts does not provide acontinuous attachment structure and improved strength since there isdistance between the bolts. Yet another concern with the manufacture ofliftgates is that typical liftgates are manufactured as relatively solidwith no access features such as access doors added into the panel toallow for easy access for general maintenance and repair of built incomponents.

A known 2008 Nissan Murano composite liftgate system helped to satisfythe weight savings and the tooling cost concerns, but utilized a typicalbolt in small steel reinforcement at the latch which secures one end ofthe liftgate to the vehicle. This does not meet the higher loadrequirements desired in some applications, such as the latch pull test.A known Nissan Rogue composite liftgate system utilizes a steelone-piece outer panel and steel brackets. This does not improve density,painting efficiency, hold tighter tolerances, is more expensive andcomplex to manufacture, and adds weight to the liftgate/vehicle.

Accordingly, there exists a need for a composite liftgate which is bothlightweight, as well as structurally sound enough to meet various loadrequirements, while being more mass and cost effective.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided a compositeliftgate system with inner panel construction including at least onestrengthening channel structure and at least one reinforcement connectedto the inner panel. The reinforcement is structural composite preformreinforcement bonded to the inner panel. The structural compositereinforcements are woven glass reinforcement. Tapping plates areminimized in size to minimize the use of steel. The present inventiveprovides extra strength when compared to steel or conventional compositeliftgates while reducing overall weight by several pounds.

Further areas of applicability of the present invention will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples, whileindicating the preferred embodiment of the invention, are intended forpurposes of illustration only and are not intended to limit the scope ofthe invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a front perspective view of a composite liftgate assembly withD-pillars removed to depict the inner structure including struts, inaccordance with the present invention;

FIG. 2 is a front elevation view of an inner panel sub-assembly for theliftgate system, in accordance with the present invention;

FIG. 3 is a front elevation view of the inner panel with a strutreinforcement bracket connected to a strut preform reinforcement, hingereinforcement bracket, connected to a hinge preform reinforcement, andstructural channel reinforcements in accordance with the presentinvention;

FIG. 4 is a front elevation view of an upper outer panel connected tothe inner panel, in accordance with the present invention;

FIG. 5 is a front elevation view of the upper outer panel and a lowerouter panel connected to the inner panel, in accordance with the presentinvention;

FIG. 6 is a rear perspective view depicting the inner panel sub-assemblyfor the liftgate system, in accordance with the present invention;

FIG. 7 is a front perspective view of the composite liftgate assembly ofFIG. 1;

FIG. 8 is a rear perspective view of a lower trim panel connected to theinner panel for the composite liftgate assembly, in accordance with thepresent invention;

FIG. 9 is an exploded elevation view of the composite liftgate system,in accordance with the present invention;

FIG. 10 is a sectional view taken alone section A-A of FIG. 1; and

FIG. 11 is a sectional view taken alone section B-B of FIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiment(s) is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

Referring to the figures generally, there is provided a compositeliftgate assembly with bonded composite preform reinforcements.Structural channels molded into an inner panel of the liftgate addstructure where needed and manage the main loading paths as the liftgateis utilized in the various load cases. Also composite preformsstructurally bonded in place (or Insert molded) to add structure whereneeded are used, allowing for the need for no steel reinforcementsand/or minimization of the size of steel tapping plates. Bonding throughthe use of adhesive provides a more continuous attachment structure andimproved strength over bolting alone. A two-piece outer panel allows forstyling, molding, painting, tolerance, weight, and assembly advantages.The features and process of the present invention help to achievedesired weight targets, while keeping costs at target levels. Inaddition, the composite liftgate has several business case advantagesfor supplying a module, and reducing assembly plant complexity andimproving throughput. Additionally, the present invention improvesstyling options and flexability when compared to sheet metal andone-piece panels. Corrosion and durability are also improved.

An embodiment of a composite liftgate system is shown in the Figuresgenerally at 10. The liftgate 10 includes an outer panel 12 formed of anupper outer panel, shown generally at 14, and a lower outer panel, showngenerally at 16. A spoiler 18 is incorporated into the upper outer panel14. A glass window 20 or rear window liftgate of the tailgate 10 isadhered to the upper and lower outer panels 14,16 and to an inner panel.The upper outer panel 14 and separate lower panel 16 thereby form atwo-piece outer panel. This has significant benefits and superiorresults over having a one-piece panel (especially over one that is alsosteel or not bonded in place), including, but not limited to, improveddensity, more efficient painting, tighter tolerances, less manufacturingissues, and more cost effectiveness. Alternatively, the outer panel 12may be formed as a single piece.

The spoiler 18 incorporated with the upper outer panel 14 hassignificant benefits and superior results over having a separatespoiler, including, but not limited to, optimized structure and strengthand efficient processing.

The inner panel 22 is formed with a channel pattern arrangementincluding a plurality of structural channels molded into the inner panel22 to manage the loading paths as the liftgate is utilized in variousload cases. The channel pattern of the present invention provides morestructural shape where needed and allows for carrying the full thicknessand load through the part, whereas ribbing is weaker and will not carrythe load. The channels have significant benefits and superior resultsover ribbing. The channels will now be explained in greater detail.

Molded into the inner panel 22 are at least one first pair of channels24 that run horizontally, substantially parallel to and below ahorizontal plane of the viewing opening 25 formed in the inner panel 22.The channels of the first pair 24 are substantially centrally located inthe portion of the inner panel 22 below the opening 25 and an upperfirst pair channel 26 is longer than a lower first pair channel 28. Thefirst pair of channels 24 are raised, as in substantially extendingoutward generally toward the rear of the vehicle (See FIGS. 2 and 6).

The first pair of channels 24 terminate at a second pair of channels 30that run in a diagonal pattern at a predetermined angle, substantiallyin diagonal directions away from each other with the largest distanceapart being toward the opening 25. The second pair of channels 30 aredepressed, as in substantially extending inward generally toward theinterior of the vehicle (See FIGS. 2 and 6).

A third pair of channels 32 extend substantially along each side of thesecond pair of channels 30 on the side away from the center of the innerpanel 22. The third pair of channels 32 are raised, as in substantiallyextending outward generally toward the rear of the vehicle (See FIGS. 2and 6). Preferably, the second pair of channels 30 and fourth pair ofchannels 32 have one side wall longer than the other side wall, sharingthe common of the longer wall.

Each of the channels in the second pair of channels 30 is substantiallya mirror image of the other channel of the pair 30. Each of the channelsin the third pair of channels 32 is substantially a mirror image of theother channel of the pair 32.

A fourth pair of channels 33 run substantially vertically from the lowerfirst pair channel 28 to the upper first pair channel 26 of the firstpair of channels 24. The fourth pair of channels 33 are depressed, as insubstantially extending inward generally toward the interior of thevehicle (See FIGS. 2 and 6).

Each of the pairs of channels 24 and 30-33 have predetermined lengths,widths, depths, and material thickness suitable to provide structuralsupport and strength for the inner panel 22, including underpredetermined load conditions. Optionally, additional channels can beformed as part of the inner panel 22.

Formed as part of the inner panel 22 is an upper trim ring portion,generally shown at 34, incorporated into a D-pillar area (‘D’ FIG. 8)rather than providing the upper trim ring as a separate panel. The uppertrim ring 34 incorporated into the inner panel 22 in the D-pillar areahas significant benefits and superior results over having a separatepanel, including, but not limited to, optimized structure and strength.The upper trim ring portion 34 has a predetermined size that is smallsuitable for access, e.g., for a lower trim panel installation andretention.

The liftgate 10 is additionally reinforced in areas where extrastructure is needed. There is provided a plurality of composite preformsor composite reinforcements to add structure where needed to reinforceareas such as the D-pillar, top corners of the inner panel 22 at thehinge nuts, side nuts, backlight, and/or latch areas, as will bedescribed further below. Composite preforms have significant benefitsand superior results over steel reinforcements, which steel, among otherthings, adds weight.

All of the composite reinforcements are bonded directly to the innerpanel 22 such that the composite reinforcements are structurally bondedin place (or, alternatively, insert molded to connect the reinforcementsto the inner panel 22) to add structure where needed. This allows forthe elimination of steel reinforcements and to minimize the size of aplurality of tapping plates made of metal. The bonding of the presentinvention uses predetermined adhesive(s) applied to select the areas ofthe inner panel 22. Most preferably, the adhesive is a structuraltwo-part urethane adhesive. The bonding with the use of adhesives hassignificant benefits and superior results over steel reinforcementsconnected to the inner panel by bolts. Tapping plates that are formed ofsteel are minimized in size and are not only bolted in place—butadditionally bonded with adhesive for added strength and structure, aswill be described further below. This has significant benefits andsuperior results over the conventional need for larger steel tappingplates that are merely bolted.

One of the composite preforms connected to the inner panel 22 is a pairof strut reinforcements 36 or strut preforms. The pair of strutreinforcements 36 are bonded to the inner panel 22 using adhesive. Theseare located generally in the area adjacent to the lower corner of theopening 25.

A pair of strut reinforcement brackets 44 or tapping plates, preferablyformed of steel, are bonded to the pair of strut reinforcements 36 usingadhesive. A first plurality of fasteners 46, e.g., push nuts, are addedto further hold the strut reinforcements 36 and strut reinforcementbrackets 44 in position.

Another one of the composite preforms connected to the inner panel 22 isa pair of hinge reinforcements 38 or hinge preforms. These are locatedgenerally in the area adjacent to the upper corner of the opening 25.The pair of hinge reinforcements 38 are bonded to the inner panel 22using adhesive. A second plurality of fasteners 50, e.g., push nuts, areadded to further hold the hinge reinforcements 38 in position. The lowerend portion 40 of each hinge reinforcement 38 overlaps an upper endportion 42 (FIG. 9) of each strut reinforcement 36. Preferably, thisupper end portion 42 has a lower profile for connecting to the innerpanel 22 below the lower end portion 40 of hinge reinforcement 38 andprovide a butting engagement with the hinge reinforcement 38. Mostpreferably, the lower end portion 40 is bonded to the upper end portion42 with adhesive.

A pair of hinge reinforcement brackets 48 or tapping plates, preferablyformed of steel, are bonded to the pair of hinge reinforcements 38 usingadhesive. A third plurality of fasteners 52, e.g., screws, are added tofurther hold the hinge reinforcements 38 and hinge reinforcementbrackets 48 in position.

Each hinge reinforcement bracket 48 also has a hinge assembly 54 coupledthereto. Each hinge reinforcement 38 and strut reinforcement 36 also hasat least one compression limiter 56 coupled thereto. At least onecompression limiter 56 is coupled near the bottom rear edge of the innerpanel 22.

A latch reinforcement bracket 58 or tapping plate, preferably formed ofsteel, is bonded to the inner panel 22 using adhesive in the area wherea latch handle 60 is connected to the lower outer panel 16. Optionally,a fourth plurality of fasteners, e.g., screws, are added to further holdthe latch reinforcement bracket 58 in position. The latch handle 60actuates a latch manual and/or power liftgate device 62 coupled to theinner panel 22 generally adjacent to the latch reinforcement bracket 58when engaged by an operator of the liftgate 10.

Formed as part of the inner panel 22 are additional structuralreinforcements such as ribs and fins. A set of sloped fin-like shaped 64ridges are each connected to a top surface of both channels of thefourth pair of channels 33 and within the upper first pair channel 26(FIG. 6). At least one pair of first ribs 66 are connected to a bottomsurface of the fourth pair of channels 33. A plurality of second ribs68, e.g., at least three ribs, are connected within each of the secondpair of channels 30. A plurality of third ribs 70, e.g., two pairs oftwo ribs, are connected to a top surface of the upper first pair channel26 and run generally vertically to a predetermined distance below theopening 25. A plurality of fourth rips 72, e.g., at least three ribs,run substantially diagonal across the lower inside corner areas of theinner panel 22. Each fin or rib in the respective sets and pairs aresubstantially parallel with one another.

Each fin or rib in the respective sets and pairs have predeterminedlengths, widths, depths, and material thickness suitable to providestructural support and strength for the inner panel 22 and improve therigidity of the liftgate 10 system, including under predetermined loadconditions. Optionally, additional fins and/or ribs can be formed aspart of the inner panel 22.

There is provided a main wiring harness 74 and a washer device 76 with amotor and wider coupled to the inner panel 22. The outer panel 12 isbonded to the inner panel 22 by using adhesive 78 (“78” indicatesadhesive for various components, e.g., FIGS. 4 and 9) applied in apredetermined pattern and locations on the inner panel 22. Also providedis a center high-mount stop light (CHMSL) device 80 connected to theupper outer panel 14. A tail light assembly 82 is operably connected tothe lower outer panel 16. Preferably, the tail light assembly 82 isbonded to the lower outer panel 16 with adhesive and additionally aplurality of fasteners.

As further illustrated in FIG. 10, the inner panel 22 is bonded to theglass panel 20 and reinforcement brackets, e.g., each strutreinforcement bracket 44, through the use of adhesive 78 such thatpackaging for wiring, e.g., the main wiring harness 74, and an adjacentgas strut is provided. The reinforcement has a predetermined thicknessand is bonded, rather than merely bolting in a few locations, withstructural adhesive to bond in place with continuous attachment of thestructure. The inner panel connected to the brackets and outer panelforms predetermined operable cross sections.

Also connected to the inner panel 22 is a lower trim panel, showngenerally at 84, substantially facing toward the vehicle interior andrunning generally from the D-pillar to near the bottom edge of the innerpanel 22. The lower trim panel has class A surfaces and at least oneaccess panel 86 or door. A pair of handle pockets 88 is also provided inthe lower trim panel 84 for an operator to selectively grasp whenoperating the liftgate 22, in particular to cycle to the liftgate 10from an open to a closed position.

The access door 86 is removable and/or rotatable for gaining access toat least the latch mechanism assembly 62 for maintenance and/or repair.The access panel 86 is a significant benefit over conventional liftgatesrequiring disassembly and maintenance/repair complexity. Preferably,there are at least five access panels 86 suitably situated wheremaintenance and repair of various components not otherwise easilyaccessible is desired. Most preferably, at least one access panel 86 islocated in each of the following areas: the latch mechanism assembly 62,tail light assembly 82 (e.g., for changing both burnt out tail lights),CHMSL 80, and wiper device 76 (e.g., to access a wiper motor) areas.

A pair of gas struts 90 is operably connected to the inner panel 22and/or a hinge system. The gas strut and hinge system are connected tothe vehicle.

By non-limiting example, the inner panel 22 is bonded to the outer panel12 to using urethane bonding. The inner panel 22 provides structuralsupport for the composite liftgate of the present invention not onlythrough the shape of the inner panel as described above, but thematerial used to make the inner panel provides structural support aswell. The inner panel 22 is made of a structural thermoplastic, such asa polypropylene, a thermoset or thermoplastic such as a reinforcedpolypropylene (RPP), and is preferably a 40% glass-filled polypropylene.The inner panel 22 is preferably thermoplastic 0.5 inch long glassfilament filled polypropylene. By way of non-limiting example, the outerpanel 12 is made of a suitable thermoplastic used as a show surface,such as a thermoplastic polyolefin (TPO). The structural compositereinforcements preferably comprise woven glass reinforcement.

The inner panel 22 is preferably thermoplastic injection molded withmold-in color, and grain in areas of class A surface(s). Thereafter, theinner panel 22 is painted and bonded with the structural compositereinforcements. Alternatively, the structural composite reinforcementsare insert molded to connect the reinforcements to the inner panel 22.At least the hitch reinforcement brackets are additionally affixed withfasteners. The reinforcement brackets are bonded in place and furtherheld in position with fasteners. Bonding is substantially beneficialover conventional liftgates. The outer panel 12 is painted prior toconnecting to the inner panel 22. The outer panel 12 is bonded to theinner panel 22 and the glass pane 20 is bonded to the inner panel 22 andouter panel 12 (fasteners are additionally contemplated in addition tothe adhesive). The lower trim panel 84 is operably connected to theinner panel 22 by at least adhesive.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the gist of the invention areintended to be within the scope of the invention. Such variations arenot to be regarded as a departure from the spirit and scope of theinvention.

What is claimed is:
 1. A composite liftgate system, comprising: an innerpanel; a plurality of structural channels molded into the inner panel tomanage loading paths applied to the inner panel; a plurality ofcomposite preforms operable to connect to the inner panel to addstructure and strength where needed in predetermined locations whereinthe plurality of composite preforms comprise a pair of strutreinforcements connected to the inner panel substantially near D-pillarareas, and, a pair of hinge reinforcements connected near upper cornersof the inner panel; a plurality of reinforcement brackets operable toconnect to the plurality of composite preforms, the plurality ofreinforcement brackets comprising: a pair of strut reinforcementbrackets adhered to the pair of strut reinforcements; and a pair ofhinge reinforcement brackets adhered to the pair of hingereinforcements.
 2. The composite liftgate system of claim 1, wherein theplurality of composite preforms are connected to the inner panel throughthe use of insert molding.
 3. The composite liftgate system of claim 1,further comprising an outer panel operable for being connected to theinner panel.
 4. The composite liftgate system of claim 3, wherein theouter panel is two separate pieces comprised of an upper outer panelconnected to the inner panel and a lower outer panel connected to theinner panel.
 5. The composite liftgate system of claim 4, wherein aspoiler is incorporated with the upper outer panel.
 6. The compositeliftgate system of claim 3, wherein the plurality of composite preformsand/or outer panel are connected to the inner panel through the use ofstructural adhesive.
 7. The composite liftgate system of claim 1,wherein the plurality of structural channels comprise: a first pair ofchannels extending horizontally below an opening for a rear liftgatewindow formed in the inner panel; a second pair of channels extendingsubstantially in diagonal directions away from each other with thelargest distance apart being toward the opening; a third pair ofchannels extending substantially along a side of each channel of thesecond pair of channels; and a fourth pair of channels extendingsubstantially vertically between the first pair of channels.
 8. Thecomposite liftgate system of claim 7, wherein the first pair of channelsis comprised of an upper first pair channel and a lower first pairchannel that is shorter than the upper first pair channel, the firstpair of channels extending between and terminating at the second pair ofchannels.
 9. The composite liftgate system of claim 7, wherein eachchannel of the third pair of channels extend along a respective one ofthe second pair of channels on the outward side away from a center ofthe inner panel.
 10. The composite liftgate system of claim 7, whereinthe first pair of channels and third pair of channels are raised,generally toward the rear of a vehicle, and wherein the second pair ofchannels and fourth pair of channels are depressed, generally toward theinterior of the vehicle.
 11. The composite liftgate system of claim 7,further comprising a plurality of additional structural reinforcements,at least a portion of the additional structural reinforcements disposedin at least the first pair of channels and second pair of channels. 12.The composite liftgate system of claim 11, wherein said plurality ofadditional structural reinforcements comprise a plurality of ribs. 13.The composite liftgate system of claim 1, wherein each upward end of thepair of strut reinforcements and each lower end of the pair of hingereinforcements are additionally adhered to one another.
 14. Thecomposite liftgate system of claim 1, further comprising a plurality offasteners applied to at least the pair of hinge reinforcements, the pairof strut reinforcement brackets, and the pair of hinge reinforcementbrackets, the fasteners further holding at least the pair of hingereinforcements, pair of strut reinforcement brackets, and pair of hingereinforcement brackets in position in combination with a structuraladhesive.
 15. The composite liftgate system of claim 1, furthercomprising a lower trim panel operable to connect to the inner panel andhaving a class A show surface.
 16. The composite liftgate system ofclaim 15, wherein the lower trim panel has at least one access panel.17. The composite liftgate system of claim 1, wherein the plurality ofcomposite preforms comprise woven glass reinforcement and/or the innerpanel comprises thermoplastic 0.5 inch long glass filament filledpolypropylene.
 18. The composite liftgate system of claim 1, furthercomprising an upper trim ring incorporated into the inner panelproviding at least a portion of D-pillar trim.
 19. A composite liftgatesystem, comprising: an outer panel; a lower trim panel; an inner panelformed of a composite material, where the outer panel and lower trimpanel are coupled to the inner panel; a plurality of structural channelsmolded into the inner panel to manage loading paths applied to the innerpanel; a plurality of composite preforms operable to connect to theinner panel to add structure in at least a strut and upper corner areaof the inner panel; and a plurality of reinforcement brackets connectedto said plurality of composite preforms.
 20. The composite liftgatesystem of claim 19, wherein the plurality of structural channelscomprise: a first pair of channels extending horizontally below anopening for a rear liftgate window formed in the inner panel; a secondpair of channels extending substantially in diagonal directions awayfrom each other with the largest distance apart being toward theopening; a third pair of channels extending substantially along a sideof each channel of the second pair of channels; and a fourth pair ofchannels extending substantially vertically between the first pair ofchannels.
 21. The composite liftgate system of claim 19, wherein theplurality of composite preforms and/or outer panel are connected to theinner panel through the use of at least structural adhesive.
 22. Acomposite liftgate system for a vehicle, comprising: an inner panel thatis a glass-filled polypropylene; an outer panel having an upper outerpanel and a lower outer panel connected to the inner panel; a lower trimpanel connected to the inner panel; a plurality of structural channelsformed in the inner panel to manage loading paths applied to the innerpanel; a plurality of composite preforms connected to the inner panel toadd structure in at least a strut and upper corner area of the innerpanel, where at least a portion of the plurality of composite preformsare additionally connected to one another; a plurality of reinforcementbrackets connected to said plurality of composite preforms; and aplurality of additional structural reinforcements located in at least aportion of the plurality of structural channels; wherein at least aportion of the plurality of composite preforms, plurality ofreinforcement brackets and/or outer panel are connected to the innerpanel through the use of at least structural adhesive.
 23. The compositeliftgate system of claim 22, wherein the plurality of structuralchannels comprise: a first pair of channels extending horizontally belowan opening for a rear liftgate window formed in the inner panel; asecond pair of channels extending substantially in diagonal directionsaway from each other with the largest distance apart being toward theopening; a third pair of channels extending substantially along a sideof each channel of the second pair of channels; and a fourth pair ofchannels extending substantially vertically between the first pair ofchannels.
 24. The composite liftgate system of claim 22, furthercomprising a plurality of fasteners applied to at least a portion of theplurality of composite prefroms and plurality of reinforcement brackets,where the fasteners further holding at least the plurality of compositeprefroms and plurality of reinforcement brackets in position on theinner panel in combination with the structural adhesive.
 25. A compositeliftgate system, comprising: an inner panel; a plurality of structuralchannels molded into the inner panel to manage loading paths applied tothe inner panel; and a plurality of composite preforms operable toconnect to the inner panel to add structure and strength where needed inpredetermined locations; wherein the plurality of structural channelscomprise: a first pair of channels extending horizontally below anopening for a rear liftgate window formed in the inner panel; a secondpair of channels extending substantially in diagonal directions awayfrom each other with the largest distance apart being toward theopening; a third pair of channels extending substantially along a sideof each channel of the second pair of channels; and a fourth pair ofchannels extending substantially vertically between the first pair ofchannels.
 26. The composite liftgate system of claim 25, wherein thefirst pair of channels is comprised of an upper first pair channel and alower first pair channel that is shorter than the upper first pairchannel, the first pair of channels extending between and terminating atthe second pair of channels.
 27. The composite liftgate system of claim25, wherein each channel of the third pair of channels extend along arespective one of the second pair of channels on the outward side awayfrom a center of the inner panel.
 28. The composite liftgate system ofclaim 25, wherein the first pair of channels and third pair of channelsare raised, generally toward the rear of a vehicle, and wherein thesecond pair of channels and fourth pair of channels are depressed,generally toward the interior of the vehicle.
 29. The composite liftgatesystem of claim 25, further comprising a plurality of additionalstructural reinforcements, at least a portion of the additionalstructural reinforcements disposed in at least the first pair ofchannels and second pair of channels.
 30. The composite liftgate systemof claim 29, wherein said plurality of additional structuralreinforcements comprise a plurality of ribs.